Aeroservoelastic Wind-Tunnel Tests of a Free-Flying, Joined-Wing SensorCraft Model for Gust Load Alleviation

A team comprised of the Air Force Research Laboratory (AFRL), Boeing, and the NASA Langley Research Center conducted three aeroservoelastic wind-tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, exible vehicles. In the first of these three tests, a full-span, aeroelastically scaled, wind-tunnel model of a joined-wing SensorCraft vehicle was mounted to a force balance to acquire a basic aerodynamic data set. In the second and third tests, the same wind-tunnel model was mated to a new, two-degree-of-freedom, beam mount. This mount allowed the full-span model to translate vertically and pitch. Trimmed flight at -10% static margin and gust load alleviation were successfully demonstrated. The rigid body degrees of freedom required that the model be own in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free-flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort. The balance and free ying wind-tunnel tests will be summarized. The design of the trim and gust load alleviation control laws along with the associated results will also be discussed

Aeroservoelastic Testing of a Sidewall Mounted Free Flying Wind-Tunnel Model

A team comprised of the Air Force Research Laboratory (AFRL), Northrop Grumman, Lockheed Martin, and the NASA Langley Research Center conducted three j wind-tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, exible vehicles. In the rst of these three tests, a semispan, aeroelastically scaled, wind-tunnel model of a ying wing SensorCraft vehi- cle was mounted to a force balance to demonstrate gust load alleviation. In the second and third tests, the same wing was mated to a new, multi-degree-of-freedom, sidewall mount. This mount allowed the half-span model to translate vertically and pitch at the wing root, allowing better simulation of the full span vehicle's rigid-body modes. Gust Load Alleviation (GLA) and Body Freedom Flutter (BFF) suppression were successfully demonstrated. The rigid body degrees-of-freedom required that the model be own in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free-flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort

Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 2: A Centerline Supported Fullspan Model Tested for Gust Load Alleviation

This is part 2 of a two part document. Part 1 is titled: "Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 1: A Sidewall Supported Semispan Model Tested for Gust Load Alleviation and Flutter Suppression." A team comprised of the Air Force Research Laboratory (AFRL), Boeing, and the NASA Langley Research Center conducted three aeroservoelastic wind tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, flexible vehicles. In the first of these three tests, a full-span, aeroelastically scaled, wind tunnel model of a joined wing SensorCraft vehicle was mounted to a force balance to acquire a basic aerodynamic data set. In the second and third tests, the same wind tunnel model was mated to a new, two degree of freedom, beam mount. This mount allowed the full-span model to translate vertically and pitch. Trimmed flight at10 percent static margin and gust load alleviation were successfully demonstrated. The rigid body degrees of freedom required that the model be flown in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free-flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort. The balance and free flying wind tunnel tests will be summarized. The design of the trim and gust load alleviation control laws along with the associated results will also be discussed

Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 1: A Sidewall Supported Semispan Model Tested for Gust Load Alleviation and Flutter Suppression

of a two part document. Part 2 is titled: "Aeroservoelastic Testing of Free Flying Wind Tunnel Models, Part 2: A Centerline Supported Fullspan Model Tested for Gust Load Alleviation." A team comprised of the Air Force Research Laboratory (AFRL), Northrop Grumman, Lockheed Martin, and the NASA Langley Research Center conducted three aeroservoelastic wind tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, flexible vehicles. In the first of these three tests, a semispan, aeroelastically scaled, wind tunnel model of a flying wing SensorCraft vehicle was mounted to a force balance to demonstrate gust load alleviation. In the second and third tests, the same wing was mated to a new, multi-degree of freedom, sidewall mount. This mount allowed the half-span model to translate vertically and pitch at the wing root, allowing better simulation of the full span vehicle's rigid body modes. Gust load alleviation (GLA) and Body freedom flutter (BFF) suppression were successfully demonstrated. The rigid body degrees-of-freedom required that the model be flown in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort

Evaluation of the pilot of domestic violence protection orders

In 2011/12, a 15 month pilot took place in three police force areas (Greater Manchester, West Mercia and Wiltshire) to test a new civil provision, Domestic Violence Protection Orders (DVPOs). DVPOs were designed to provide immediate protection for victim-survivors following a domestic violence incident in circumstances where, in the view of the police, there are no other enforceable restrictions that can be placed upon the perpetrator. DVPOs aim to give victim-survivors time, space and support to consider their options by placing conditions on perpetrators, including restricting/removing perpetrators from households, and preventing contact with, or molestation of, victim-survivors. The approach, introduced by the Crime and Security Act 2010, comprises an initial temporary notice (Domestic Violence Protection Notice, DVPN), authorised by a senior police officer and issued to the perpetrator by the police, followed by a DVPO that can last from 14 to 28 days, imposed at the magistrates’ court

Evaluation of the pilot of domestic violence protection orders

In 2011/12, a 15 month pilot took place in three police force areas (Greater Manchester, West Mercia and Wiltshire) to test a new civil provision, Domestic Violence Protection Orders (DVPOs). DVPOs were designed to provide immediate protection for victim-survivors following a domestic violence incident in circumstances where, in the view of the police, there are no other enforceable restrictions that can be placed upon the perpetrator. DVPOs aim to give victim-survivors time, space and support to consider their options by placing conditions on perpetrators, including restricting/removing perpetrators from households, and preventing contact with, or molestation of, victim-survivors. The approach, introduced by the Crime and Security Act 2010, comprises an initial temporary notice (Domestic Violence Protection Notice, DVPN), authorised by a senior police officer and issued to the perpetrator by the police, followed by a DVPO that can last from 14 to 28 days, imposed at the magistrates’ court

ZnT3 mRNA levels are reduced in Alzheimer's disease post-mortem brain

<p>Abstract</p> <p>Background</p> <p>ZnT3 is a membrane Zn²⁺transporter that is responsible for concentrating Zn²⁺into neuronal presynaptic vesicles. Zn²⁺homeostasis in the brain is relevant to Alzheimer's disease (AD) because Zn²⁺released during neurotransmission may bind to Aβ peptides, accelerating the assembly of Aβ into oligomers which have been shown to impair synaptic function.</p> <p>Results</p> <p>We quantified ZnT3 mRNA levels in Braak-staged human post mortem (pm) brain tissue from medial temporal gyrus, superior occipital gyrus, superior parietal gyrus, superior frontal gyrus and cerebellum from individuals with AD (n = 28), and matched controls (n = 5) using quantitative real-time PCR. ZnT3 mRNA levels were significantly decreased in all four cortical regions examined in the AD patients, to 45-60% of control levels. This reduction was already apparent at Braak stage 4 in most cortical regions examined. Quantification of neuronal and glial-specific markers in the same samples (neuron-specific enolase, NSE; and glial fibrillary acidic protein, GFAP) indicated that loss of cortical ZnT3 expression was more pronounced, and occurred prior to, significant loss of NSE expression in the tissue. Significant increases in cortical GFAP expression were apparent as the disease progressed. No gene expression changes were observed in the cerebellum, which is relatively spared of AD neuropathology.</p> <p>Conclusions</p> <p>This first study to quantify ZnT3 mRNA levels in human pm brain tissue from individuals with AD and controls has revealed a significant loss of ZnT3 expression in cortical regions, suggesting that neuronal cells in particular show reduced expression of ZnT3 mRNA in the disease. This suggests that altered neuronal Zn²⁺handling may be an early event in AD pathogenesis.</p

Identification of valid reference genes for the normalization of RT qPCR gene expression data in human brain tissue

<p>Abstract</p> <p>Background</p> <p>Studies of gene expression in post mortem human brain can contribute to understanding of the pathophysiology of neurodegenerative diseases, including Alzheimer's disease (AD), Parkinson's disease (PD) and dementia with Lewy bodies (DLB). Quantitative real-time PCR (RT qPCR) is often used to analyse gene expression. The validity of results obtained using RT qPCR is reliant on accurate data normalization. Reference genes are generally used to normalize RT qPCR data. Given that expression of some commonly used reference genes is altered in certain conditions, this study aimed to establish which reference genes were stably expressed in post mortem brain tissue from individuals with AD, PD or DLB.</p> <p>Results</p> <p>The present study investigated the expression stability of 8 candidate reference genes, (ubiquitin C [UBC], tyrosine-3-monooxygenase [YWHAZ], RNA polymerase II polypeptide [RP II], hydroxymethylbilane synthase [HMBS], TATA box binding protein [TBP], β-2-microglobulin [B2M], glyceraldehyde-3-phosphate dehydrogenase [GAPDH], and succinate dehydrogenase complex-subunit A, [SDHA]) in cerebellum and medial temporal gyrus of 6 AD, 6 PD, 6 DLB subjects, along with 5 matched controls using RT qPCR (TaqMan^®Gene Expression Assays). Gene expression stability was analysed using geNorm to rank the candidate genes in order of decreasing stability in each disease group. The optimal number of genes recommended for accurate data normalization in each disease state was determined by pairwise variation analysis.</p> <p>Conclusion</p> <p>This study identified validated sets of mRNAs which would be appropriate for the normalization of RT qPCR data when studying gene expression in brain tissue of AD, PD, DLB and control subjects.</p

An Overview of the Semi-Span Super-Sonic Transport (S4T) Wind-Tunnel Model Program

A summary of computational and experimental aeroelastic (AE) and aeroservoelastic (ASE) results for the Semi-Span Super-Sonic Transport (S4T) wind-tunnel model is presented. A broad range of analyses and multiple AE and ASE wind-tunnel tests of the S4T wind-tunnel model have been performed in support of the ASE element in the Supersonics Program, part of the NASA Fundamental Aeronautics Program. This paper is intended to be an overview of multiple papers that comprise a special S4T technical session. Along those lines, a brief description of the design and hardware of the S4T wind-tunnel model will be presented. Computational results presented include linear and nonlinear aeroelastic analyses, and rapid aeroelastic analyses using CFD-based reduced-order models (ROMs). A brief survey of some of the experimental results from two open-loop and two closed-loop wind-tunnel tests performed at the NASA Langley Transonic Dynamics Tunnel (TDT) will be presented as well

An Overview of Preliminary Computational and Experimental Results for the Semi-Span Super-Sonic Transport (S4T) Wind-Tunnel Model

A summary of computational and experimental aeroelastic and aeroservoelastic (ASE) results for the Semi-Span Super-Sonic Transport (S4T) wind-tunnel model is presented. A broad range of analyses and multiple ASE wind-tunnel tests of the S4T have been performed in support of the ASE element in the Supersonics Program, part of NASA's Fundamental Aeronautics Program. The computational results to be presented include linear aeroelastic and ASE analyses, nonlinear aeroelastic analyses using an aeroelastic CFD code, and rapid aeroelastic analyses using CFD-based reduced-order models (ROMs). Experimental results from two closed-loop wind-tunnel tests performed at NASA Langley's Transonic Dynamics Tunnel (TDT) will be presented as well